Quick-action automatic release mechanism for air-brakes.



J. E. NORMAND.

QUICK ACTION AUTOMATIC RELEASE MECHANISM FOR AIR BRAKES. APPLICATION FILED .TAN.13, 1904.

902, 1 62. Patented ott. 27, 1908.

(SSHEEI'S-SHEET 1.

- 36% w-i/tmcqow I J. E. NORMAND. QUICK ACTION AUTOMATIC RELEASE MECHANISM FOR AIR BRAKES.

APPLICATION FILED JANJS, 1904.

902,162," Patented 0011.27, 1908.

a snnmswnnm 2 75 akA/df GYM/mar @311 Mttowu v J. B. NORMAND. QUICK ACTION AUTOMATIC RELEASE MECHANISM FOR AIR BRAKES.

APPLICATION FILED JAN. 13, 1904. 902, 1 62;

6 SHEETS-SHEET 3.

Qwi bneooeo I Patented 0015.27, 1908:

. E. NORMAND. QUICK ACTION AUTOMATIC RELEASE MECHANISM FOR AIR BRAKES. APPLICATION FILED JAN. 13, 1904.

902,162. Y Y Patented octfziwos 6 SHEETSSHEET 4.-

. J. 2., NORMAND. QUICK ACTION AUTOMATIC RELEASE MECHANISM FOR AIR BRAKES.

APPLIOATIONI'ILBD JAN.13, 1904 902,162. Patented 0@c.2?,v19os.

- 6 SHEETS-SHEET 5.

nome c J. E; NORMAND. TIC RELEASE MECHANISM FOR AIR BRAKES.

APPLICATION I FILED JAN. 13 1904. 902,162,

QUICK ACTION AUTOMA Ptentedflct. 27, 1908.

.6 SHEETS-SHEET 8.

AUX. RES.

TS rmw Pips,

z? Mdm vto'e I @51 CHtoz/MQ 'W;

UNITED say-taps PATtTENT JOSEPH E. NORMAND, OF HOBOKEN, NEW JERSEY,ASS1GNOR TO THE WESTINGHOUSE iAIR BRAKE COMPANY, OF PITTSBURG, PENNSYLVANIA, A CORPORATION OF PENN- SYLVANIA.

QUICK-ACTION A'OTOMATIC RELEASE MECHANISM FOR AIR-BBAICES.

Specification 01 Letters Patent.

Patented Oct. 27, 1908.

Application filed January 13, 1904;. Serial It a 188,883.

To all "wk-OWL it may concern:

Be it known that I, Josnrrr F. NORMAND, a citizen of the'United States, residing at Hoboken, county of Hudson, State of New Jersey,'have invented certain new and useful Improvements in Quick -Action Automatic teleaseValve Mechanism for Railway Air Brake Systems, of which the following is a specification, reference being had therein to the accompanying drawings, in which Figure 1 is a diagrammatic plan view of a fluid pressure brake equipment for a car; Fig. .2 a longitudinal. vertical sectional view of the triple valve and quick release valve mechanism; Fig. 3 a plan view of the valve seat of the triple valve; Fig. 4 a. detail horizontal sectional view showing the port 26; Fig. P a detail vertical sectional. view of the slide valve of the triple valve; Fig. 5 a

diagrammatic view of the seat of the slide valve of the triple valve; Figs. 6 to 11 inclusive, diagrammatic views showing the relative location-of the main slide valve on its seat in eme rgency application, service application, lap, partial release, fullrelease and quick action release positions respectively; Fig. 12 a diagrammatic view of an air brake system slightly different in form from that shown in Figs. 1 and 2 and wherein the quick release valve mechanism separate from the triple valve; Fig. 13 a longitudinalvertical section of the quick release valve mechanism taken on the line X'X of Fig. 12; Fig. 13 a detail sectional view showing the port b1; Fig. 14 a vertical sectional view of a slightly difierent form of quick release valve mechanism; Fig. 15

a view similar to Fig. 11 showing the valve in position to recharge the auxiliary reservoir from the reinforcing reservoir; Fig. 16 a longitudinal vertical sectional view of still another form of quick releasen'ieclninism; and Fig. 17 a partial sectional view of the triple valve used in the form of apparatus shown in Fig. 12.

In the well knownsyst'em of applying brakes by means of air pressure, a triple valve mechanism is used, said valve having three functions, namely, to put the auxiliary reservoir in comnuinication with the brake cylinder to apply the brakes in what is "principal obi 'suppl l emergency application; and to put the train pipe in. com:nuuication with the auxiliary reservoir and the brake cylinder to exhaust to release the brakes and recharge the auxiliary reservoir thereby restoring the appa ratus to its normal condition and in position for furthef maplication-of the brakes. To

secure the release of the brakes it is necessary to raise the air pressurejnthe' train pipe and this is done by permitting air to how therein from the main storage reservoir on the locomotive, as is well known, the air in this reservoin being of a considerably higher pressure than the air in the train pipe and auxiliary? r'ese'rvoir.

It has been found in practice that it 're-' quires considerable time to release the brakes on a long train by increasing the train pipe pressure from the main reservoir of the locomotive; and it, has happened that trains have been parted or broken in two because of the failure of the apparatus to quickly release the brakes on the rear cars of the train.

The present invention has for one of its cts to provide a reinforcing or nentiltli reservoir for the storage 01 air under the iiiaximum pressure, and a valve mechanism controlled through the triple valve whereby said reinforcing reservoir may be put in communication with the train pipe tor the purpose of raising the pressure therein and etl'ecting a quick release oi? the brakes without depleting the main storage.

reservoir on the locomotive. As one of these reinforcing .or supplemental reservoirs is placed on each carit will be seen that the train pipe pressure will not only be increased from the main reservoir on the locomotive but will also be increased at various points down the train so thatthe wave of increased pressure will pass almost instantly down the train pipe said wave increasing in speed and pr %SS111' it travels along the train, and as each. succeeding reinforcing reservoir is brought into communication with the train pipe.

A further object of' the invention to provide means whereby the auxiliary reser voir pressure may be increased and said reservoirs recharged while the brakes are applied without r eleasing the air brake cyl inder pressure. This recharging of the auxiliary reservoir is accomplished by means 'controlled'by a slight and gradual increase in the train pipe pressure. This increase in train pipe pressure Operating suitable valve I devices whereby the train pipe may be placed directly .in. communication with the auxiliary reservoir, or-whereby the reinforcing reservoir 'is brought into communication with the auxiliary" reservoir. This latter method has many advantages in that the reinforcing reservoir pressure may be thus utilized through the auxiliary reservoir for the purpose of reinforcing the auxiliary reservoir quickly in 'going down a long grade to be used in applying the brakes .in

case of an emergency, thereby reserving the air pressure in the main reservoir for use in a quick release. 1 This method of recharging the auxiliary reservoir has also the advantage that said reservoirs may be very quickly recharged. It will be readily seen that wherethe recharging air. must pass from the main reservoir on the locomotive the entire length of the train, it may frequently happen on long trains that the auxiliary reservoirs at the rear end will not be recharged at the pro ertime.

It is a further 0 ject of provide means whereby the reduction of pressure in any one of the auxiliary reservoirs elsewhere than to the brake cylinder will release the brakes on all the cars of the train. This may be accomplished by any suitable valve mechanism, the ordinary bleeding valve commonly used on auxiliary reservoirs being sufficient. p

Other and equally important ob'ects and advanta es of the invention will appear hereina ter. 4 v Referring 'tothe various parts by numerals 1 designates the train plpe, 2 the brake cylinder, 3 the auxiliary reservoir, 4 the triple valve casing, and 5 the supplemental reservoir. The tri 1e .valve piston Gtravels in the usual, chain er 7 of the triple valve ended casing and carries the valve rod 8 which extends horizontally through the valve chamher 9. This valve rodis rovided with collars 10 whichare space at suitable distances apart and hold. between them the slide valve 11, this valve working on a suitable- 'valve seat 12. The slide valve fits closely between the-collars 10 so that it moves with the-valve'rod, there being'no lost motion between. these parts; and a spring device 13 is rovided for yieldin ly holding the slide va ve to'its seat., In t e inner'end of the valve chamber 9 is screwed a hollow open' plug 14 within which'isconfined a coil spring, 15, said spring being compressed by the 'valve rod'through the-cup 16 when the niefn n of thdh-inlis v'alvn ie mnvnri tn the invention to port 32, the rear end of said slide valve is formed a chamber 17 which is in communication through pipe 18 with the brake cylinder, said pipe 18 extending through the auxiliary reservoir. The them .ber 17 -is in communication with the .valve chamber 9 through the inlet port 19- and the. exhaust port 20 and said chamber 17 is in communication with the atmosphere through the exhaust ports 21 and 22; The

valve seat is also formed with a ort ,23 which opens into a chamber 24, this latter chamber being in communication with. the

'supplcmen; a1. reservoir 5 through pipe 25.

The train pipe communicates with the valvechamber 9 through the port-. 26 which opens into the piston chamber 7 afits outer end and is in communication with the port 27 formed in the valve seat,jthe inner end of this port opening through the valve seat into the valve chamber 9. The outer. end of the port 26 is closed-by the piston 6 when said piston is in its normal position, that is,

when the air pressure in the auxiliary reservoir and'train pipe are equalized. The spring 15 is so disposed as to maintain the piston (Son the port 26 and to cut -ofi' communication between ports 27 and 32 when the air pressure is equalized in the train pipe and auxiliary reservoir.

' The-slide valve 11 is provided in its under side at its rear end with 'an under cut port 29 which is adapted to communicate with I h the inlet port 19 leading into the chamber 17 .when the train pipe pressure is reduced sufliciently to secure a service application.

This actionpf the apparatus puts the auxil iary reservoir in communication with the brake cylinder. Near the forward end of the slide valve and in its unde'r' side is formed the long transverse port or channel 30 which when the train pipe pressure is increased to secure a release of the brakes, is

in communication with the exhaust ports 20 and. 21 and puts thebrake cylinder in communication with. the 1 atmosphere through said ports 20 and 21 and port 22. Formed in'the slide valve near one side thereof is a longitudinally extending port- 31, the forward end of this port opening through the bottom of the slide valve by means oi? a ort opening through the bottom of the slide valve'by also opening through the top ofthe slide valve into the valve chamber- 9 through 'a port 34. The port 32isadapted to small register .at the proper oint 1n the travel of means of.'a port .33 said end of the passage i the slide valvewith t le port 27; and the port 33 is adapted .to register'at the proper l r'mn wit H10 inln'f. hfn'f-Q 1:11P. filiniliary reservoir through ports 26, 27, 31, 32 and 3.4; and the'supplemental reservoir will the port 27, for a purpose'which will appear hereinafter. The slide valve is provided on its under .side with very shallow under cut grooves 37 which communicate at their rear ends with theexhaust ports 20. and 21. The

small port29and grooves 37 are provided in order that the slide valve mayhave conslderable movement without increasing the amount of feed or exhaust of a1r through said ports. p

.The supplemental IGSGIVOlP-IS connected directly to the trainpipe by apipe 1 in which is arrangeda hand valve 1 By means of this valve the train pipe pressure may beincreased from the supplemental reservoir andv the brakes released without bleeding'an auxiliary reservoir. 1 v 1 In the tri le valve casing preferably in the rear wal of-the drip cup is provided a double seated check valve 40 which is adapted to put the'train pipe in communication with the passage 41 which opens into the valve chamber 9. This check valve is so constructed that a sudden increase intrain pipe'pressure will cause it to seat Quits'back seat and thereby close the passageal, but a slight and gradual increase ahiti am pipe -pressure will hold'it between-its two seats and thereby open communication between the 'train'pipe and the chamber 9, and through said .chamber to the auxiliary reservoir.

The operation'of this form of the apparatus maybe briefly described as follows:

When charging the apparatus, the piston of the triple valve will'b forced to "most position and the brake cylinder will be in communication with the atmosphere through the ports-20, 21, and 22; the train pipe-will be in: communication with the auxbe in communication with the auxiliary reservoir and valve chamber 9 through ports 23, .33, and ,34, so that said reservoirs and train pipe will be charged with maximum pressure. The passage 34 is much'smaller than ports 26, 2'7, 31, 32 and 33, so as to raise the train pipepressure in advance of' the auxiliary reservoir pressure, in releasing, where an is adm tted from the supplemental reservoir to the train pipe and auxiliary reservoir. As soon as thedesired pressure is' secured in the apparatus and-the pressure is equalized the spring 15.wil1 move valvev llto cut communication between ports 27 v andfj32. The apparatus is nowin position to apply the brakes. For a service application train pipe pressure is reduced in the usual way and the operation is similar to the operation of an ordinary triple valve,

the auxiliary reservoir beingputin communication with the brake. cylinder through the ports 29 and 19 as shown .in Fig-7.

In Fig. tithe valveis shown in positionfor a full application. It will/of course, be understood that the transverse port 30 has been moved out of register with theexhaust ports 20 and 21 before port 29 registers with port 19. When. it is desired to release the brakes the train pipe pressure is increased and the port 30 brought into communication with the ports 20 and 21 as shown in Figs.

9 and 10., Should a quick release of the brakes be 'desired'the train pipe pressure is suddenly increased to move the triple valve piston to its innermost position. This actionwill not only putthe brake cylinder in com munication with the atmosphere but will bring the supplemental reservoir in com- .munication with the train pipe through the ports 23,33, 31, 32, 27 and 26, as shown in Fig. 1.1, thus increasing the train pipe pressure at each valve mechanism on the train.

It will be thus seen that as the pressureaof each supplemental reservoir is discharged in succession into'the train pipe, a wave of inv creased pressure will pass down the train pipe increasing in speed and pressure as it moves, securing avery rapid and practically a simultaneous release of all the brakeson the train and .without increasing the air pressure in the train pipe at any one point beyond .what is erfectly safe for the tip I paratns. In Fi 8 thevalveis shown as 'in 9 the lap position in which all the/parts are closed.

Should it be desired to recharge the auxil-. iaryreservoir while the brakes are applied this may be.done by slowly increasing the 0 ,train plpepressure. By thisoper ationthe slide valve of the triple valve may be brought.

to such a position as to put the supplemental reservoir in communication with the auxiliary reservoir through the ports 23, 33, 31 and 34, as shown in Fig. 15, the port 34 leading from the port 31 to the-main slide valve chamber, as shown in Fig. 4 It will be of course understood that the piston of the slide valve during this operation mustnot be moved sufiiciently to bring the exhaust ports into register. By this means the auxiliary reservoir pressure will, be increased rapidly from the supplemental reservoir and without depleting the air pressure in the l main reservoir to any great extent, it being understood however, that the train pipe pres- .sure must be gradually increased to :maintainan equilibrium with the increasing pressurein the auxiliary reservoir, these .two pressures going up together. Air may, also be forced into' the auxiliary reservoir without releasing the'brakcs through the 'valve 40 and. the passage 41, in'the usual man- 'ner, by increasing. the train pipe pressure slowly, this valve 40. constituting what is ordinarily known as a recharging device. The apparatusis sorconstructed that air will pass into the auxiliary reservoir from the 1 train pipe" through recharging device 40.

v pressure in theft-rain pipe.

"iervoir pressure, the pressure in one of said.

Should, for any reason, the pressure in the main reservoirbeso depleted as to 'prevent the engineer securing a quick release of brakes by overcomlng the auxiliary resauxiliary reservoirs. may be suddenly and excessively reduced elsewhere than to the brake cylinder, preferably to the atmosphere through an ordinary bleeding valve 42, one of said valves being connected to each of the auxili'a ry reservoirs. By bleeding one of these auxiliary reservoirs, it will be readily understood that the triple valve piston will be. moved to its inner position'by the train pipe pressure thus bringing the suppleiental reservoir in communication with the train pipe, as previously described, and thereby securing the quick release of all the brakes on the train.

The apparatus as sofar described is simi- I lar in many respects to that shown and described in my 1903, Serial No. 154,706.

As shown in Figs. 1 to 11 inclusive, communication between the supplemental res.-

ervoir and the' other parts of the apparatus are controlled entirely through ports formed in the slide valve of the-trip e valve. A separate and independent valve mechanism may be employed for this purpose, however,"

such asa valve mechanism operated by or controlled by the triple valve. of the apparatus is illustrated in'Figs. 12,

I i 13 and 14. Referring to Figs. 12 and 13,

designates theordinary triple valve casing, the triple valve therein being of the end of the supplemental reservoir 5; In

usual and ordinary form and 46 a supplemental valve casing which is secured to one one end of the casing 46 is formed a piston chamber 47 which is in open communication with the train pipe through pipe 48. In

this chamber 47 is mounted a piston 49 which carries a horizontal valve rod 50, said rod extending longitudinally through a valve chamber 5l formed in the casing 46. On this valve rodis formed two collars 52' between which is mounted a slide valve 53, saidvalve being slightly shorter than the distance between the collars 52 so that the piston 49 may have slight independent movement. The rearend ofthe chamber 51 is closed. by a hollow plug 54 in which is inclosed spring 5.5 .whiclrnormally forces forof the valve rod 50 fits. '60

spring.

The supplemental reservoir at the'point where it'is-connected to the casing 46 1s formed with achamb'er'56 which 15 in comapplication filed April 28,

This form municatioi'i with the auxiliary, reservoirthrough the pipe 5'? so that the air pressure in the valve chamber 51 will be equal to the pressure in the auxiliary reservoir. The supplemental reservoir is also provided w th a port 58 which is 1n communication with a port 59 formed in the casing 46. The cas- I ing46 is also provided with a port 60 which registers with a port 61 which opens into the piston chamber 47. In the bottom of the valve 53 is'formed a cavity- 62 which at the proper po'sition'of the piston 49 puts the supplemental reservoir in communlcation with the train pipe through .the ports 59, 60 and 61. In this form of the apparatus means are provided whereby the supplemental reservoir may be slowly recharged through the triple valve, when the triple valve proper is moved to. its full release position. To accomplish this said triple valve casing is formed with an outlet port 75 which is connected to the supplemental reservoirby means of a pipe 76 as shown clearly in Fig. 17.

Thepoperation of this release valve mechanism will be readily understood but may be briefly-described as follows: A decrease in train pipe pressure for a service application will cause the piston 49 to move forward until its projection 49 contacts with the cover plate of said chamber. Dhis will not cause any material movement of the slide valve 53 because of the lost motion between said valve and the valve rod 50. An increase in train pipe pressure for aquick release will move .the piston to its innermostposition and put the supplemental reservoir in communication with the train pipe through the ports 59, 62, 60 and 61.

The piston 49 of the quick release .value is held on the port 61 by means of the spring 55 until the quick release is desired and the pressure in the train pipe is increased sufiiciently to overcome said spring. 'It will be observed that by slowly increasing the pressure in the train pipe the pressure on both sides of the piston 49 will be equalized through the bypass port- 71, and that in order to recharge the supplemental reservoir through port 1 there must be a sudden increase in train pipe pressure in order to move the piston to close the by-pass port 71. 4 By providing an additional recharging port 75, controlled by the main slide valve, the supplemental reservoir may be suppliedwith air from the valve chamber with the triple valve infull release'position.

When it is desired to quickly recharge the supplemental reservoir this may be done by increasing the train pipe pressure sufiiciently to uncover the-port 61. By this means the said reservoir ay-be charged "through the quick release J triple valve.

I It will-thus be seen that the quick release alve, as well as through the ,independent release valve mechanism conpperside thereoti, The train pipe is in through ports 82 and 83 and the cavity with a piston. chamber (i l, in which is mounted a vertically moving piston (35, said 15' slide valve of the ordinary triple valve, and

i lease positionto put the supplemental reseraction may be as readily obtained through an trolled by the triple valve mechanism as-well as through the slide valve of the triple valve, although I prefer the latter form as it re duces very materially the number of working parts, and also reduces the liability oi leaks in Fig. l l is shown another form of quick release valve, whereby-the supplemental reservoir is put in communication with the train pipe. in this form of the apparatus the supplemental valve casing is provided chamber below the piston being in communication with the train pipe. Above the pis= ton chamber the valve casing is formed with a small chamber 66 in which mounted a puppet valve 67 said valve being seated. by means of a spring (58 which bears on the communication with the pu )pet valve chamber below said valve throug 1 a port 69; and the supplemental reservoir is in communication with said puppetvalve chamber, above the said valve, through a port TO. The operation of this valve mechanism is substantially the same as that shown in Fig. 13. Aquick increase in train pipe pressure will lift piston ('35 and cause the up ard extending stem to lift the puppet valve and thereby open communication between port 70, and 69 and put the supplemental reservoir in communicatiou. with the train pipe.-

lhepislon chamber (Fl above the piston (35 in communication with the auxiliary reservoir through the port (35 so that'the movement of the piston 65 will be controlled through the triple valve.

In order to recharge the auxiliary reser: voir while the brakes are applied through the apparatus shown in Figs. 13 and 14: the train pipe pressure must be gradually increased to bring the pistons to open the bypass ports Tland 71 in the piston chambers 4'7 and (34: respectively. In this position of the pistons, air from the train pipe may pass through the by-pass ports and into the valve chambers 30 and 66, and thence to the aux iliary reservoirs.

By reference to Fig. 16 it will be noted that the valve chamber-9 of the triple valve is considerably elongated, and that two slide valves are mounted therein. One of said valves, 80, performs the functions of the the other, 81, serves as; a quick release valve. lt will be noted that the quick release valve will be moved by the triple valve when this 1 latter valve is moved to its inner full revoir in communication with the train pipe 1 Q1 l .Jl:

in the slide valve, The spring 8G maintains the quick release valve in its normal closed I position-. In this form of t'he apparatus the brake cylinder is charged through ports 8 and 88, and is'exhausted through ports 89 and 90, these latter ports corresponding to similar ports 20 and 30, shown in. Fig. 2. The slide valve of the triple valve is provided with a feeding port 91 which in the hill release position of the said valve legistors with the port 92 which is in communication with the supplemental reservoir. The air from port 91 passes upward through port 94: into the valve chamber and thence to the auxiliary reservoir, this port 94: being 1r ch smaller than the port leading to'tne'tiai-n pipe so that the train pipe pressure will be maintained in advance of the auxiliary reservoir pressure both in'recharging and-in the quick release action. The port 83 is normally closed by the piston of the triple valve, as shown inthe drawing, j en tl e pressure of thetrai'ri' 'pipeand auxiliary reseryoir are equalized.

llavlng thus described my invention, what 1 claim as new and desire to secure by Let- 'ters Patent, is

. 1. In a fluid pressure brake system, the combination with a train pipe, auxiliary reservoir, brake cylinder and supplemental reservoir, of a valve device for opening com munication from the supplemental reservoir tothe auxiliary reservoir when the brakes areapplied, whereby the auxiliary reservoir may be recharged from the supplemental reservoir without releasing the brakes.

2. In a lluid pressure brake system, the combination with a train pipe, auxiliary reservoir, brake cylinder, and supplemental reservoir, of a valve device f r controlling communication between the supplemental and auxiliary reservoirs When the brakes are applied, and a release valve mechanism operated by an increase in train pipe pressure for opening communication from the suppleinental reservoir to the .trainfpipe'.

3.. In a fluid pressure brake system the combination, with a train pipe, a brake cylinder, an auxiliary reservoir, a supplemental reservoir, and a valve mechanism operated by an increase of pressure. in the train pipe to recharge the auxiliary reservoir. from the sup plemental reservoir, without releasing the brakes.

4. In a fluid pressure brake system the combination, with a train pipe, brake cylinder, an auxiliary reservoir, supplemental reservoir, and triple valve, of means Whereby the auxiliary reservoir may be recharged from the supplemental reservoir tlmiughthev slide valve of the triple valve, Without releasing the brakes.

A tluid pressure brake-system comprising, a train pipe, brake cylinder, an auxiliary reservoir, a triple valve, a. supplemental reservoir, an independent valve controlling communication between said supplemental reservoir and'the train pipe, a ps- I ton for operating said valve and subject to train pipe pressure on one side and auxiliary .reservoir pressure on the other, whereby communication between the supplemental reservoir and the train pipe is eontrolledby variations in pressure between the auxiliary reservoir and train pipe.

6. A fluid pressure brake system comprising atrain pipe, a brake cylinder, an auxiliary reservoir, a triple valve, supplemental reservoir, and an independent valve con- I trolled by and moving simultaneously with thetriple valve for controlling communication between the supplemental reservoir and the trainv pipe, and means for reducing the pressure in the auxiliary reservoir elsewhere than to the brake cylinder, and means whereby said reduction 1n pressure Will secure the release of the brakes. I I I 7, In a fluid pressure brake system the combination with a train pipe, brake cylinder, auxiliary reservoir, supplemental reservoir, of a valve mechanism controlled by train pipe pressure whereby'the air of the supplementaljreservoir may be delivered into i or into the train pipe 9 the auxiliary reservoir to apply ithe 'brakes, to release the brakes.

8. In a railway nation with a train pipe, a brake cylinder, an auxiliary reservoir, a triple valve, a supplemental reservoir, and a "quick release valve mechanism, of meanswhereby the s upplemental reservoir may be slowly recharged through the slide valve of the triple valve by means of a gradual increase in train pipe pressure when the triple valveis in its 'full releaseposition. I

9. In a railway brake system, the combination, with. a train pipe, a brake cylinder,

, an auxiliary reservoir, 0. triple .valve, a supplemental reservoir, a quio'k release valve Imechanlsm, of means whereby the supplemental reservoir may be recharged, I through the slide valve of the triple :valve when said valve is in its'full release position, and means whereby said reservoir: may be recharged through the quick release valve mechanism by a sudden increase in .train pipe pressure. a I

10. A railway brake system comprising a train pipe, .a brake cyllnder, an auxiliary reservoir, a triple valve, a supplemental res ervoir, a quick release valve for controlling communication from the supplemental res- 'ervoir to'the-train pipe, and means whereby theauxiliary reservoir may be rechargedthrough the slide valve of the triple valve When the brakes are ap lied. I

' 111. In a railway bra e system the combination, With-a train pipe, a brake cylinder, an auxiliary reservoir, a triple valve, :1. supplemental reservoir,

rake system, the combi plemental, reservoir, a quick release mech anisin, of means whereby the sup lemental reservoir may be slowly recharg of a gradual increase in train pipe pressure.

nation, with a trainpipe, a brake cylinder, an auxiliary reservoir, a trlple valve, .a

supplemental reservoir, a quick release valve mechanism, of-means whereby the supplemental reservoir may be recharged through the slide valve ofthe triple valve when sald valve is in its full release position, and means .whereby. said reservoir may be recharged through the quick release valve mechanism.- j

by a sudden increase in train pipe pressure. 13.{A railway brake system comprislng a 12. In a railway bra-ke'system the combithrough. the slide-valve of the triple valve by means train .pipe, a brake cylinder, an auxiliary reservoir, a tripI e valve, a supplemental reservoir, a quic -'release valve, and means whereb the auxiliary reservoirimay be recharge through the slide valve of the triple valve when the brakes are applied.

' 14. In a" fluidpressure brake,.the combination with a train pipe, brake c linder, auxiliary reservoir, tr1 le valve, an

of a I valve for controlling communicationj rom the supplemental reservoir to the train pipe, and'an actuatingabutment, subject to the opposing pressure of the train pipe and the auxiliary reservoir for actuating said valve. I

15. In a fluid pressure brake, the combination with a' train pipe, fbrake c linder, 'a-uxlllary reservoir, triple valve, an a sup plcmental reservoir, of a release'valve mec I anism subject totrain pipe pressure for controlling communication from. said supplemental. reservoir to the train' ipe.

16. In a fluid pressure brake,wt e combi- I nation with atrain i e, brake cylinder,

auxiliary reservoir,-tr1p e valve, and a supplemental reservoir, 'of arelease valve mechanism subject on one side to train pipe pressure, and operated by an increase in train pipe pressure for opening communication from said-supplemental reservoirao the tram ipe. I

- 17. n az'fluid pressure brakathe combination with. -a train pipe, brake c linder, auxillary reservoir; triple valve, an

anism forcontrolling communication from 

